High-speed brake.



W. B. MANN. men SPEED BRAKE. APPLICATION FILED MAR. 12, 1903. RENEWED JAN. 10, 1908.

Patented Feb. 16, 1909.

G I F i human Baltimore, ,Maryland','-. have invented a new and useful Improvement Brakes, which invention is fully 85% the following specification.

Q2 UNITED STATES PATENT omg IoE.

- WILLIAM B. MANN, or BALTIMORE, MARYLAND, ASSIGNOR TO AMEBIGANKIIEBRAKE COMPANY, A CORPORATION or: nsxvmasav.

"2 1:: a men ssnnn Beans.

. Specification of Lettets latent.

iPaiiented Feb. 16, 1909.

Application filed larch 12, 1903, Serial No 147,483. Renewed-January 10, 1906. x Serial No. 28,488.

To all whom it may concern: f

Be It known that I, WILLIAM B. MANN, of

in" Hi h-{S ed fprt 1 in This in ention relates to high speedibralrei;

for railway trains, and more particularly to that class of'high speed brakes in which a high pressure is admitted to the brake o'ylin der up'on the initial application of the brakes,

subsequently the pressure in the brake ,cyhnder 1s permitted (so-decrease.

in thy application Sr. No. 146,410, "filed March 5, 1903, I haveshown a high speed brake wherein the high pressure is retained inthe'brake cylinder until the speed of the 'igiprovoment upon, or an advancestep over", 7

' was provide on each car, which was con-' i train is decreased to 'aredetermined rate, atter which the pressure in the brake cylinder permitted to escape until a predetermined jgrake c linder pressure has been attained, after wnch the pressure remains constant until. the brakes are released.

{The present'inyention IS designed as an construction shown in my aforesaid apthat cbnstruction a device fplication. B

trolledjby the speed of the car for maintainmg the relief valve to the brake cylinder closed against the'high pressure-in thebrake cylinder. This required a se Mates'peed controlling device for each bra e c linder,

The present invention, broad y stated,

consists-0f the usual or anydesired auxiliary reservoir and brake cylinder, connected up m the usual way with a'train pipe andthe triple valves, and in addition to the regular pi e wh ch is connected by a direct. passage with the brake cylinder in front of its piston,

supplemental train-pipe leads forward tothe' main drum on the ensine, and is pro-' Widedivith a relief valve which is normallv closedsbv a load spring adiusted so as to always bring a predetermined amount of load.

" upon the spring.

A 'diaphra'rm or other i'n'ov'able abutment is interposed intho relief I said valyeftomdx ewith it,

m or abutment 1s expose: to pressure in the su plementaltrain-pipe 9n the main drum si e thereef, which pressure is controlled by a reducing valve in thesupplementalf train-pipe interposed between the main drum .and the relief valve casing, so that any desired pressuremayhbe' brought to bear upon the dia hragm'oriston toaid the load spring in he ding the re ief valveto its seat; and-on the other side-the diaphragm is exposed to brake cylinder ressure. On the main drum side of this shi table diaphragm or abutment, the supplemental train-pipe is rovided with a valve controlling a port eadinq to the atmosphere, whichvalve is held closed wheneverthe speed, of the train exceeds a predetermined-rate,;but which is o ened t espee the train is Blackened below such predetermined ratey so that .w enever h gh speed pressure is introdu in olthe brake c linders while'the train ismoving beyond t ejpredetermined rate-say off40 miles an brake cylinders; but when'the high braking trainas to render it possible that the high braking pressure might cause the wheels to slide the atmospheric valve in the su' plemental pipe is automatically opened and t e ressure escapes fromithe brake cylinders via t e relief of the 'faet that the brake cylinder pressure exceeds the tension of the load spring 'on the relief valve, the power of which is now unaided by' thepressure in the sup lemental pipe on the main drum side of the iaphragm or other moving abutment.

One advantage of having the air escaping from" thebrake cylinders pass through the supplle nental train- )ipe to the engine before fina ye'sca ing to t e atmosphere, hes in the fact that, or a long train having great mo- }mentu m, the'esca as will be slower than with a ingle. caF-drh's ort train havmg less inch in are iii, thereby efiecting a smoothness and .evehfi'gss'of braking action by avoiding a too 'udfdt i trainflijaving great momentum.

. not ueeigine to be anything moret an illus- One side this tratiye of one mechanical expression which may be given'to the invention.

b eedcontrolleddevices whenever (in? pressure has so far reduced-the speed of-the.

valve, this being rendered possible by reason The inventive ideais illustrated in thee-g hour--n o air isallowed-to esca e from the "mansion of =braking pressure on a In said drawings, Figure .1 is a diagrammatic view; and E ig. 2 is a vertical section of the invention.

Referring to the drawings, 1 is the auxiliary reservoir, 2 is the brake cylinder, and 3 the brake cylinder piston.

4 is a supplemental trainipe connected by branches 5 with each of t e brake cyilinders at apoint in front of the i'sto'n 3. his sup lemental train-pipe 4 lea tothemain m6 011 the engine, and hasinterposed therein'a relief valve casing .7, wherein is a relief valve 8 controlling a relief port 9 leadsing tothe atmosphere, and provided with a load s ring 10 tending to seat it so as to close the rdlief port 9. -Interposed in the valve casing 7 so as to form an air-tight partition therein, is a movable abutment, here shown in the form of a diaphragm 11, which is connected to the valve 8. The casing 7 is provided on the 'main drum side of-the dia-- phragm 11 with a vent valve 12 leading to the atmosphere, which valve is held closed by a spring '13 aided by the pressure proceeding from the'drum 6 via the reducing valve 14. After the air passes the reducing valve 14 it enters the v ve casing 7 past a valve 25 whose stem is in alinement with that of vent 12, the spring 13 operating to ress the two valves in opposite directions.

he valve 12 is provided with an outwardly projecting stem 15 adjacent to which is a disk 16 shiftable towards and aways-from the stem 15. This disk 16 is actuated by a spring or springs 17 which tend to force it against the valve stem 15 to open valve 12,

the s ring re-actin'g between an ab parent on the isk 16 and some other fixed rt, as collar 18 attached to. and revolving with some revolving part of the engine, asthe axle 19. On this co lar are pivoted arms 20, provided with weights 21 at their extremities and connected by links 22 with the slidingdisk 16. When the train is moving at a sufficient speed, the centrifu al action of the weights 21 withdraws thed isk 16 from contact with the pin 15, overcoming the tension of the spring 17, thereby permitting the spring 13, aided by the pressure in the valve casing, to seat the valve 12, pressure flowing'into the casing past valve 25. [he relief valve 8 is therefore held closed by the combined energy of the load spring 10 and the air pressure on the diaphragm. If now the speed of the train slackens below a predetermined rate, the spring 17 overcomes the centrifugal-force of the weights 21 and advances the disk-16 against the (pin 15, thereby opening vent valve 12 an closing valve 25,]to prevent waste from the main drum. The relief valve will then be held to-its seat solely by the pres sure due to its load spring 10.

If the train be running at a high speed say 60 miles an hourand the pressure in the auxiliary reservoirs be such that upon an emergency application of the brakes it will equalize in the brake cylinders at some high point-say pounds, for examplethe valve 12 will be held closed by its spring and the air pressure behind it, because the governor device in the form of the weights 21 withdraws the disk from the projecting valve stem 15 If now an emergency application of the brakes be made, a'pressure of 70 pounds will be introduced into the brake cylinder and the supplemental train-pipe, which pressure will act againstdiaphragm 11 and tendto open the relief valve 8, but will be resisted and overcome by the load spring 10,,aided by the air pressure on the same: side ofthe diaphragm as the spring, and the re lief valve will therefore remain seated. When-the speed of the train has been slackened to a predetermined point (say 48 miles an hour), the spring or springs 17,-if more than one is used, will advance the disk against the projecting pin '15 of the valve 12 and open it and close valve 25, therebyeventing air from the relief valve casing and leaving theload spring 10 as the only resistance against the pressure of 70 ouncls tending to open the relief valve, and t e valve will therefore be opened and the pressure will escape from the rake cylinders until the pressure m these cylinders 15 decreased to any desired point, which will be determined by the ower of theloads ri 10. Assumin that i-hen the train has be dr i slackened to a speed of 40 miles an hour, it is desirable to reduce the braking pressure in the brake cylinders to say 55 pounds, the load spring 10 will be so tensioned as to close against an pressure on the o posits side of the dia ragm of 55 pound; or less, so that whent e brake cylinder pressure has been reduced to 55 pounds the relief valve 8 would automatically close and thereafter the pressure in the brake cylinders would remain constant until the brakes were relea ed.

In case but a single car is employed, it will be observed that the pressure passing from the brake cylinder to the relief valve would have but a short distance to travel, whereas with a long train of car's this pressure would have a much lo or distance to travel than in a single car, t e distance bein equal to the length of the train and, genera y speak ing, proportional to the momentum of the train, so that the esca e from a long train would be more radua than from a short train. This wou d enable the action of. the relief valve to be, in a degree at least, proportioned to the momentum of the train on which it was actingand would thereby avoid anysuddendecrease of braking pressure and jerking action of the brakes.

It will be understood that the dia hra m 11 is sh wn merely as one form of s iftable partition,,and that other forms, as a reciprocating piston, for example, might be cmployed. Moreover, it will be apparent that that portion'of the casing 7 which contains the relief valve 8 and diaphragm 11, need not necessarily be located in tl'iesupplemen- 75 tel train-pipe, immediately adjacent to the 10 relief 2Q labor of Inspection and cleaning. more, 'while I have shown the air vent valve 12. The relief valve and its diaphragm may'be located atany convenient int in the supplemental .pipe or its branc es, it being 0 ort be on the brake cylinder side of the shiftable partition or diaphragm 11, and -that the other side of said lpartition or diahragm be ventable via va ve 12 controlled ythe speed of the train. If desired, a relief .valve and diaphragm might be provided for each brake cy nder and located in the branch pipe 5, but I prefer the arrangement herein shown as being simpler, cheaper, and less liable to get out of order, and involving less Furtherressure for olding the assisting the load spring 10 in drawn from relief valve to its seat as being the main air drum on the engine, it is not to be understood that the invention is limited to this construction, .since any suitable source of air pressure may be employed.

i The term relief valve asherem used is not meantto include the ordinary exhaust valve found in connection with triple valve mechanism for exhausting the air pressure from the auxiliary reservoir to release the brakes. This term relief valve is used herein to indicate a valve whereby the hi h pressure in the brake cylinder may be re ieve'd while still maintaining a pressure in the brake cylinder ade' uate to apply the brakes in proportion to t e diminished speed of the tram.

What is claimed is:

1. In an air brake the combination of a brake cylinder, a relief valve therefor, an air reservoir and means subject to pressure from the reservoir to 2'. In an air brake, brake cylinder, a relief main air drum on the engine, ject to ressure from the main drum to hold said va ve closed.

3. In an air brake, the combination of a brake cylinder, a relief valve therefor, a power device tending to close said valve, an air reservoir, and a shiftable member connected to said valve and exposed to pressure from the reservoir on oneside and to brakecylinder pressure on the other.

4. In an air brake, the combination of a brake cylinder, a relief .valve therefor, a power device tending to close said valve, an air reservoir, a shiftable member exposed to ressure from the reservoir on one side and rake-cylinder pressure on the other side, and means venting the reservoir pressure therefrom when the speed of the train is below a predetermined rate.

the combination of a valve therefor, the

y necessary that the duit leading rather hold said valve closed and means sub-.

plurality plurality of brake-cylinders,

it to open under 5. In an air brake, the combination of a brake cylinder, a relief valve therefor, a power device tending to close said valve, an air reservoir, a diaphragm connected to said valve and exposed to ressurefrom the reservoir on one side an brake-cylinder pressuit? on the other.

6. In an air brake, the combination of a brake cylinder, a relief valve therefor, a power device tending to close said valve, an air reservoir, a diaphragm connected to said valve, and exposed to pressurefrom the reservoir on one side and brake-cylinder. pressure on the other, and s eed controlled means for venting the reservoir pressure from the diaphragm. a

7. In an air brake, the combinatior of a brake cylinder, and arelief valve therefor, with the main air drum on the engine, a conduit leading from said drum to the relief valve casing, and a'shiftable memberclosin said conduit and connected to the reh'e .valvfi. h i

8.In an air brake, the combination ofa brake cylinder,-and a relief valve therefor, withthe main air drum on the engine, a con-- from said drum to the reliefvalve casing, a shiftable member closing said conduit, and connected to and automatically operated meanssaid conduit.

9. In an air brake, brake cylinder, and a relief valve therefor, with the main air drum on the engine, a conduit leading from said drum to the relief valve casing, a shiftable member closing said conduit and connected to the relief valve and speed controlled means venting sai conduit.

10. In an air brake, a plurality of brake c linders, a supplemental train pipe, connectrons between said train pipe and each brake cylinder, a relief valve in said ipe, a power device normally holding sai relief valve closed a ainst ressure in the brake cylinders, and s cc controlled means reducing the force 0 said power device below brake cylinder pressure.

11. In an air brake, the combination of a plurality of brake cylinders, a relief valve common to said cylinders, and means normally holding said valve closed against brake cylinder pressure. a

12. In an air brake, the combination of a of brake cylinders, a relief valve common to said cylinders, and speed controlled means'normally holding said valve closed against brake-cylinder pressure.

13. In an air brake, the combination of a I a relief valve common to said cylinders, means holding the relief valve closed a ainst high speed pressure in the brake cy inders, and devices operating to relieve said valve and permitting brake cylinder pressure venting the relief, valve,

when the speed of-the train has decreased to a predetermined rate.

14. In an air brake, the combination of a plurality of brake cylinders, a relief valve I common to said cylinders, a shiftable mem- 15. In an air brake, the combination of a plurality of brake cglinders, a relief valve, a relief valve cham er, a conduit vented through said relief valve chamber and connected to eachof the brake cylinders, a movable partition in said cham er operatively connected to said relief valve on one side, a

conduit leading to a source of fluid pressure on the other side, and speed controlledmeans ventin said last mentioned conduit.

16. an air brake the combination of a relief valve chamber avin a relief port, a movable partition in said c amber, a relief valve operatively connected. thereto, .means acting to close said valve against a predeterrniined low braking pressure in the brake cy-lm era with the valve chamber on the relief port side of said partition, 9. source of fluid presa conduit connecting said cylinders sure leading to the opposite side of the partition, and speed controlled means venting the pressure from said last mentioned side of said partition.

17. In an air brake, a brake cylinder, a relief valve, a shiftable member operatively connected to saidvalve and in the conduit leading to the reservoir, and speed controlled means closing the check valve and venting the reservoir pressure from said shiftable member. v

18. In an air brake, a plurality of brake cylinders a relief valve, a relief conduit leadi vfrom one side of said valve to the brake cv 'nders, a pressure conduit leading from the other side of the valve to a pressure, reservoir, and means venting said'pressure conduitwhen the speed of the train is less than a predetermined rate.

In testimony whereof I have signed this specification in the presence of two subscribing witnesses.

I WILLIAM B. MANN.

Witnesses:

LEVEN J. GWINN,

S. T. CAMERON.

exposed on one SlClB to brake cylinder pressure, and on the other side to reservoir pressure, a check valve 

